Signal valve device



May 23, 1933.

P. E. YANCEY SIGNAL VALVE DEVICE Filed Oct. 23, 1951 INVENToR FDE RFU E. YA NCEY A TTQRN E Y.

Patented May 23, 1933 UNEF'ED STATES PATENT litigi-CE PERRY E. YANCEY, OF CHICAGD, ILLINGS, ASSIGNOR TO THE VJESTINGHOSE AR BRAKE COMPANY, OF WEILMERIDING, PEN'HSYLVANA, i CGR ORATION OF PENN- SYLVANIA SIGNAL VALVE DEVICE Application filed @ctober 23, 1931. Serial No. 579,645.

This invention relates to signal systems and more particularly to iiuid pressure signal valve devices adapted to be operated upon reduction in signal pipe pressure.

Heretofore, it has been common practice to utilize the iiuid under pressure in the signal pipe as a source of fluid supply for operating the signal device upon a reduction in signal pipe pressure. Where fluid under pressure from the train signal pipe is relied on as a source of uid supply for the signal device, and the train is short, the operation of the signal devices may not be satisfactory, due to the limited volume of the signal pipe, since when the signal pipe pressure is depleted, the signal will fail to operate. Uien a rapid succession of signal blasts is made with the conventional signal system, the time required to recharge the signal pipe between blasts of the whistle has been found excessive. 0n long trains, diiiiculty has been encountered, due to the fact that a local. venting of signal pipe pressurewould set up a surge in the signal pipe and a second unintentional blast of the whistle was frequently obtained under the action of the rebound of the surge, which had traveled to the rear end of the train and then forward to the signal device.

The primary object of the present inven- 30 tion is to overcome the above noted difliculties in signal systems, by the provision of an improved signal valve device operative upon a reduction in signal pipe pressure to connect the signal means to a continuing constant pressure source of supply, so that the signal. pipe is not relied. on as a source of fluid pressure supply.

Another object of the invention resides in the provision of an improved signal valve device adapted to function with certainty regardless of the length of train to which the device is applied.

Another object of the invention resides in the provision of a locomotive signal valve device having improved means for operating the whistle controlling valve.

A further object lies in the provi si on of an r improved locomotive signal valve device O0 which is of simple design and may be manufactured at a coinparatiely low production cost.

A further obj ect of the invention resides in the provision of valve means in a train signal system for preventing the flow of fluid under pressure from the signal pipe to the supply pipe when the whistle is being blown.

Other objects and advantages will appear from 'the following description of an illustrative embodiment of the present invention.

ln the accompanying drawing, the single figure is a diagrammatic view of a fluid pressure train signal system as applied to a locomotive and car, and embodying a sectional showing of the signal valve device of my invention.

The signal system chosen for illustrative purposes in trie accompanying drawing includes a locomotive signal valve device l() adapted to operate, when the fluid pressure in the train signal. pipe is reduced at any point along the train, to blow the whistle. The remainder of the signal system, save for a checl; valve device to be hereinafter described, is composed of the usual standard parts associated in a well known manner.

The locomotive signal valve device may comprise a casing 11 provided with a fiuid pressure chamber 12. A cover portion 13 having a fluid pressure chamber lil is secured to the casing 11 in any approved manner and serves to position and retain a flexible diaphragm 15 which forms a partition between chambers 12 and 11i. A cap 16 is also provided with a fluid pressure chamber 17 and is secured to the cover portion 13 and serves to position and retain a flexible diaphragm 18 which forms a partition between the chambers M and 17.. A bottom cover portion 19 also contains a fluid pressure chamber 20 and upon application to the casing 11 serves to position a flexible diaphragm 2l which forms a partition between chambers 12 and 20'. A passage 22 connects chambers 17 and 20. A plug 23 which is provided with a restricted port 24 is secured in the passage 22 adjacent the chamber 17.

A stem 25 is positioned between the dia.- phragms 15 and 21. The stem 25 is secured to the diaphragm 21 by the application of CTI CSi

a poppet valve 26 guided in a bore 27 and which cooperates with a valve seat 28 to control the venting of fluid under pressure from the fluid pressure chamber 2O through passage 29 to a passage containing a choke 29 of suitable size to regulate the flow of fluid to the Whistle. A stem 3() which is positioned between diaphragme and 18 is anchored at 011e end in the stem and is provided with a. portion 31 which extends into chamber 17. A coil spring 32 housed within the cap 16 normally urges the stems and 25 downwardly to seat the valve 26. Aligned passages 33 and 33 formed respectively in the stems 30 and 25 connect chambers 14 and 12. A plug 34 having a restricted port 35 is positioned in the passage 33 and serves to choke the flow of fluid under pressure between chambers 14 and 12.

The remainder of the system comprises a main reservoir 36 charged in the usual manner through a pipe 37 and which is adapted to supply fluid through a pressure reducing valve 33 and pipe 39 to the passage 22 formed in the locomotive signal valve device 10 to charge the chambers 17 and 20 with fluid at reducing valve pressure. A branch pipe 39 supplies fluid at reducing valve pressure through a check valve device 40 to a locomotive signal pipe 41 from which it is supplied through a pipe 42 to the fluid pressure chamber 14 in the signal valve device 1() and hence through passages 33, 33 and restricted port 35 to the fluid pressure chamber 12.

rlhe locomotive signal pipe 41 is connected by the usual hose coupling to one end of a train signal pipe 41 which ext-ends the entire length of the train. The pipe 41 on each car of the train is provided with a branch pipe 43, (one of which is shown) at each end of the car. A car discharge valve 44 is secured to the end of` each pipe 43 and serves as a means for venting fluid from the signal pipes 41 and 41 to operate a locomotive signal whistle which is connected to the signal valve device 1() by a pipe 46 leading to the fluid pressure chamber 2O by. way of the valve 26 and passage 29.

In order to signal the engineer', a trainman operates one of the several car discharge valves 44 in the usual manner to vent fluid from the signal pipes 41 and 41. A reduction infiuid pressure is thus obtained in the chamber 14 of the locomotive signal valve device 10. The reduction of pressure in the chamber 14 will be at a greater rate than the reduction of pressure in the chamber 12 due to the restricted port 35 which is positioned in the passage connecting the chambers 12 and 14. The higher pressure retained in chamber 12 will cause the diaphragm 15 to be deflected upwardly to raise the stem 25 and its associated elements, thus causing the poppet valve 26 to be raised from its seat 28. At this time fluid under reducing valve pressure is supplied to the whistle 45 through pipe 39, passage 22, chamber 20, passages 29, past the unseated valve 26 and through the pipe 46, which causes a blast of the whistle. VJhen the car discharge valve 44 is closed the fluid pressure in chamber 14 will build up at a more rapid rate than that in chamber 12 due to the restricted port 35 and thus the diaphragm 15 will be deflected downwardly to seat the valve 26Y and cut off further supply of fluid under pressure to the whistle.

The chamber 17 in the locomotive signal valve device 10 is incorporated to balance the effect of chamber 20 so as to permit the unseating ofthe valve 26 by the difference in pressures between chambers 12 and 14. The restricted port 24 in plug 23 positioned in the passage 22 leading to the chamber 17 serves to assist in the closing of the valve 26. The restricted port 24 prevents the fluid pressure in chamber 17 from reducing at as great rate as the reduction caused in chamber 2O upon the unseating of the valve 26. rlhe pressure thus retained in chamber 17 assists the coil spring 32 in urging the valve 26 to its seat upon the reestablishment of' pressure in the chamber 14 which is brought about by the closing of the car discharge valve 44. The purpose of the coil spring 32 and fluid pressure in the chamber 17 is to effect a more prompt seating of the valve 26 than would be effected solely by the increasing of the fluid pressure in the chamber 14.

The check valve device 40 is of the usua form and contains a spring urged valve 47 adapted to engage a seat rib 43. The value of the spring contained in the valve device 40 is such that the supply of fluid under pressure to the signal pipes 41 and 41 is limited 'to a` predetermined pressure, such as approximately 3 pounds below the pressure of fluid as supplied by the reducing valve 33. The fact that the pressure maintained in the signal pipes 41 and 41 is below that maintained in the supply pipe 39 will result in a more prompt charging of the signal pipes to their normal full pressure. A choke 49 is provided in the passage leading from the valve 4() to the pipe 41. This chr is of such size signal pipe presas to insure the reduction o; sure upon the opening of the car valve 44 at a more rapid rate than fluid can be supplied to the signal pipe from the valve 40.

It will readily seen 'that a locomotive signal valve device has been provided which will be operable upon a reduction in signal pipe pressure and function to cut oli the whistle blast promptly upon closing of the car discharge valve. Fi'ufthermore the present fluid pressure signal system includes a check valve device which is operative tomaintain pressure in the train signal pipe to insure a more satisfactory whistle operation upon blowing a series ofv short whistle blasts in quick succession.

ioo

With my improved signal valve device, it will be seen that upon a reduction of signal pipe pressure the signal valve device will operate to connect the signal device to a source of' fluid pressure independent of the signal pipe, the pressure of said supply being governed by the reducing valve 38, and the supply being unlimited.

`While the invention has been described in eiderabie detail in the foregoing specification, it is `understood that various changes may be made in its embodiment without dcparting from or sacrificing any of the ad- A hereinafter claimed,

now described my invention, what ".n as new and desire to secure by Letters fluid pressure signal system, the combination with a 'train signal pipe and a signal means, oi a constantly charged fluid supply pipe from which fluid under pressure is supplied to said train signal pipe, a signal e device operative upon a reduction in l pipe pressure for venting fluid from said supply pipe to said signal means, and valve means operable for preventing the flow fluid under pressure from said train signal pipe to said fluid supply pipe.

2. In a fluid pressure signal system, the combi ation with a train signal pipe and a .L ial means, of a source of fluid under pressnre, a fluid supply pipe, a signal valve device, a diaphragm subject on one side to signal pipe pressure and having its other side exposed to pressure in a chamber 'formed in said signal valve device, a second diaphragm in said valve device subject on one side to 'ji'nal pipe pressure and on the other side te said source, a third diaphragm in said valve device subject on one side to fluid pressure in said chamber and on the` other side to said source, means for operatively connecting said three diaphragme, valve means operated by movement of said last named means for establishing communication between said source and said signal means upon a reduction in signal pipe pressure, and valve means between said supply pipe and said signal pipe operable to prevent a flow of fluid under pressure from said signal pipe to said supply pipe.

3. In a fluid pressure signal system, the combination with a train signal pipe and a signal means, of a source of fluid under pressure, a fluid supply pipe, a signal valve device, a diaphragm in said valve device subject to opposing pressures of said signal pipe and a chamber', a restricted port through which said chamber is charged with fluid under signal pipe pressure. valve means carried by V4said diaphragm for opening communication between said source and said signal means upon a reduction in signal pipe pressure, and a check valve device between said supply pipe and said signal pipe for preventing the flow of fluid from said signal pipe to said supply pipe.

vel. In a fluid pressure signal system, the combination with a train signal pipe and a signal means, of a fluid supply pipe adapted to supply Huid under pressure to said train signal pipe, a signal valve device operative upon a reduction in signal pipe pressure for venting fluid from said supply pipe to said signal means, pressure responsive means for cutting oil communication between said supply pipe and said signal means, and a valve means operable for preventing the flow of fluid under pressure from said 'train signal pipe to said fluid supply pipe.

5. In a. fluid pressure signal system, the combination with a train signal pipe and a signal means, of a source of fluid under pressure, a fluid supply pipe, a signal valve device, a diaphragm subject on one side to signal pipe pressure and having its other side exposed to pressure in a chamber formed in said signal valve device, a second diaphragm in said valve device subject on one side to signal pipe pressure and on the other side to said source, a third diaphragm in said valve device, subject on one side to fluid pressure in said chamber and on the other side to said source, means for operatively connecting said three diaphragms, valve means operated by movement of said last named means for establishing communication between said source and said signal means upon a reduction in signal pipe pressure, pressure .responsive means for closing said last named valve means to out off communication between said source and said signal means, and a valve means between said supply pipe and said signal pipe operable to prevent a flow of fluid under pressure from said signal pipe to said supply pipe.

G. In a fluid pressure signal system, the combination with a train signal pipe and a signal means, of a source of fluid under pressure, a fluid supply pipe, a signal valve device, a diaphragm in said valve device subject to opposing pressures of said signal pipe and a chamber, a restricted port through which said chamber is charged with fluid under signal pipe pressure, valve means carried by said diaphragm for opening communication between said source and said signal means upon a reduction in signal pipe pressure, a coil spring for closing said last named valve means to cut ofi' communication between said source and signal means, and a check valve device between said supply pipe and said signal pipe for preventing the flow of fluid from said signal pipe to said supply pipe.

7 In a fluid pressure signal system, the combination with a train signal pipe, a signal producing means, and a source of fluid under pressure, of a signal valve device comprising three operatively connected diaphragms and a valve operable by said diaphragme for supplying fluid under pressure to operate said signal producing means, one of said diaphragms being subject to the opposing pressures of said train signal pipe and a chamber adapted to be charged with fluid under pressure through a restricted port from said signal pipe, and :the other two diaphragme being subject on one side to the pressure of fluid from said source.

8. In a fluid pressure signal system, the

combination with a train signal pipe, a signal producing means, and a source of fluid under pressure, of a signal valve device comprising three operatively connected diaphragms and a valve operable by said diaphragms for supplying fluid under pressure to operate said signal producing. means, one ci said diaphragme being subject to the opposing pressures of said train signal pipe and a chamber adapted to be charged with lluid under pressure through a restricted port from saidl signal pipe, another of said diaphragms being subject to the opposing pressures of said chamber-and said source of iiuid Linder pressure, and the third diaphragm being subject to the opposing pressures of said train signal pipe and said source.

9. In a fluid pressure signal system, the combination with a train signal pipe, a fluid supply pipe, and a fluid pressure operated signal device, of a signal controlling valve device comprising a valve for supplying iiuid under pressure from said supply pipe to said signal device and a flexible diaphragm for operating said valve having a chamber at one side connected to the signal pipe and a chamber at the opposite side provided With a restricted port 'forming the only communication throughwhieh Huid 'from the signal pipe is supplied to and vented from said chamber at the opposite side.

In testimony whereof l have hereunto set my hand, this 5th day of October, 1931.

PERRY E. YANCEY. 

